Valve for internal-combustion engines.



J. I. EMERY.

VALVE FOR INTERNAL COMBUSTION ENGiNES. APPLICATION FILED ma. 9. 9:4. nsuswzu MAR 10.1913.

1,283,121. Patented 00a 29, 1916.

IN YEN TOR .Pm: #1580 (m J. I. EMERY.

VALVE FOR INTERNAL COMBUSTION ENGWES.

Armenian mm FEB. 9. 1914. nzurwzo mm. 16 ms.

Patented Oct. 29, 1918.

1 V5 TOR he; hm Emery B K f 7mm 1/ l1 TTOR/VEYS J. L EMERY YALVE FOR iNTERNAL COMBUSTION ENGINES.

AIIJLIEATIOH was [55. 9. law RENEWED MAR. [6.1918- Patented Oct. 29, 1918.

3 SHEETS-SHEET 3.

d n Mm-M JAMES INMAN EMERY, OF.LONDON, ENGLAND.

VALVE FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented Oct. 29,191s.

Application filed February 9, 1914, Serial No. 817,444. Renewed March 16, 1918. Serial No. 222,982.

To all whom it may concern:

Be it known that I, JAMES INMAN Eiunur, a subject of the King of Great Britain, residing at London, S. 15., England, have in vented certain new and useful Improvements in Valve Mechanism for Internal- Combustion Engines; and I do hereby declare the following to be a full, clear, and exact description of the invention. such as will enable others skilled in the art. to which it appcrtains to make and use the same.

:My invention relates to valve mechanism for internal combustion engines; and its object is to provide a practicable and cllicicnt valve mechanism of the rotary barrel typc. doing away with all puppet-valves and no companying reciprocating valve parts and cams, and at the same time avoiding any dcparture from the simple construction of piston and cylinder of accepted type.

To this end I interpose between the usual inlet or exhaust conduit, or manifold. and the usual. cy-linder or cylinders, a valve wasing having ports communicating with the cylinder or cylinders. and with the conduits or manifold. respectively. and containing a rotatable ported valve sleeve or barrel. which in turn contains a rotatable ported core. and I. provide means for rotating the sleeve and the core simultaneously and continuously in opposite directions, the arrangement of the ports in the casing. the sleeve and the core being such that in each revolution of the sleeve and core, communication is estahlished for the desired period of time between each cylinder and the conduit or manifold.

In the preferred form of the invention, the arrangement of the ports and intervening closure portions of the sleeve and of the core is such that the closure portions separate. to open the passa e from the cylinder to the conduit or mani old, at points which are opposite the centers of the casing ports. so that, because of the simultaneous movement of these closure portions away from one an other, to enlarge the port area. the time of opening and closing is correspomlingly rt duced.

It is also preferable to make the casing ports of small angular extent and relatively long, While the ports in the sleeve and core havean angular extent corresponding to the desired period of opening, so that during substantially the entire period of intake or exhaust, the passage will be fully open.

In the accompanying drawings, which illustrate the preferred form of my invention as applied to a six-cylinder internal combustion engine;

Figure 1. is in part a central vertical section and in part an elevation; Fig: 2 is a sectional plan on the line 2-2 of Fig. 1; Fig. 3 is a vertical cross-section on the line 33 of Fig. 1.; Fig. 4 is a vertical crosssection on the line 44 of Fig. 1; Fig. 5 shows the valve core; Figs. 6. 7. S. and 9 illustrate diagrammatically the several critical positions of the exhaust valve mechanism; and Figs. 1U. 11. 1:2 and 13 are like diagrams of the inlet valve mechanism.

The engine particularly chosen for pm poses of illustration is a six-cylinder cngino in which the cylinders are arranged in two blocks of three each. spaced apart and having the valve driving mechanism housed be tween them. The base-plate l. with cranlc well 3. crank shaft 3. piston rods 4. and pis tons 5. are of common construction. and the cylinder castings U do not differ from the accepted type otherwise than that they are formed with the hll1"ll(. \'llll1lll(':ll recesses T. which. lining completed by bolting on of the castings having complcincntury semicylindrical recesses, constitute housings for the rccrptionof the cylindrical valve ca ings. In the pres-cut case the inlet valve mechani m. which is common to three cylin ders. is show i] at lluright of Fig. I). and tho exhaust valve mechanism which is likewise common to three cylinders. is shown at the left. The inlet valve mechanism is identical in construction and mode of operation with the exhaust valve mechanism and differs therefrom only in timing and preferably also in the fact that the area of the port openings of the exhaust valve mechanism slightly greater than no of a circle. allowing of a slight scavenging action. It will. consequently. ho sullicicut to describe in detail the construction of uric of thc inlct valvc mccluinisms.

Each valve casing 9. lies within and is supported by its housing 7-8. and has; for each cylinder. :1 port 10 communicating with the cylinder and a port 11 communicating with a supply conduit 12. or the evhaust conduit as the case m'py be. In the. resent instance the conduit 12 is shown as the "usual inlet manifold. but it will be understood that in the case of a single cylinder engine it may he simply a pipe leading from the carburetor or other source of sup ily. Within each valve casing l) is a rotata hle valve sleeve 13, and within each sleeve a rotatable valve core 14. Each sleeve and each core, contains three sets of ports for controlling respee tivelv the inlet to and exhaust from the three cylinders. and these sets ol ports are so angnlarly disposed with respect: to one another, as to bring about the induction and exhaust in the respective cylinders in proper sequencc, as will be understood. Except for this dill'crenco in the angular placement. of the several sets of ports, they are identical and a description of one will serve for all.

liv reference to Figs. 2 and 3 and the diagraiiiinalic Figs. U to 13 inclusive. it will be seen that the casing ports Il and l1 are of relatively slight angular extent. but are prolonged lengthwise ol the casing. as indicated in Fig. :2. to produce the required port area. The casing ports are so arranged that the angle lorincd between two lines drawn l'rom the center oi th axis of rotation through the outside edges ol the ports ol' enlrv and exit is equal to 123.3 of a circle. the port openings each occupying ahoul 15 of the circuml'ercnce.

The sleeve 13 has two ports 15 and It. corresponding in length to the casing Jrls 10 and 11. and having an angular extent corresponding to the time period during which it is desired to maintain eonnnnnication between the conduit and the cylinder. in the inlet valves this will be preferably angular de rees. but in the exhaust valves it will prelerablv be somewhat frcaler than llll angular degrees to provide lor thorough removal of the exhaust gases. as \vIll be understood. The ports 1.) and ii are scp aratcd from one another on the one ide b a closure portion having an angular extent ol' approximatclv ."i l and on the other side b a closure portion Inning an angular extent of a iproximatelv 150". the extent of these closure portions being somewhat rcduecd in the exhaust valve, as shown. The core it has likewise two ports, I? and 1B. of the same angular extent as the ports 15 and ill, and are separated by closure portions of the same angular extent as the closure portions of the sleeve. \Vith the sleeve and core thus ported. and arranged in proper angular relation to one another. the operation will be as indi 'aled in Figs. 10 to 13. inclusive, showing the intake valve. and in Figs. 6 to 9. inclusive. showing the exhaust valve.

In the position shown in Figs. 6 and 1e induction is about to begin. and with the particular port areas of the. exhaust valve mechanism there indicated. the exhaust passage remains open lo a short period after the intake passage is opened to effect some scavenging action. It will be observed that in the position shown in Fig. 10 the co-acting closure portions of the sleeve. and of the core are about to separate opposite the cenler lines of the casing ports 10 and ll. with the result that as the sleeve and core continue to rotatein opposite directions the en lire area of the ports is uncovered in a very short period of time. In the inlake valve the casing porl ol' 1.?" will be fully open after T1 of movement of the core and sleeve. and will remain fully open during T.3 ol' movement and will then he full closed after Tl ol' movement. In other words. the operations of opening and elosing are each romplcted during the movemcntol" the crank pin through 15, making a t tal of at). so that the valves remain in the lnll open position through lfill ol' the Int) of movement of the crank pin eorre spoluling to each suction stroke. provided the valies open and closc at dead enter and tin angular e\tcul ol each of the ports in the arrel and in the sleeve is no Stated in terms ol actual piston move meat. the valies remain l'ullv open more than .l ifi of thc length (it the sliokc. and

the time actually occupied by the operations ol' opening and closing is less than .07.) of the length of the stroke. ln other words. as compared with the port opening diagram of a puppet valve. which has approximately the form of a sine curve. or with the port opening diagram ol a rotary valve, which has a generally triangular form. the port opening diagram of my engine is nearly rectangular.

From the position of the ports shown in Fig 7 and 1l.it will be seen that after one quarter of a revolution the intake passage is closed and that the exhaust passage re mains closed throughout thc compression stroke.

.is seen lrom Fig- H and 12. all valves likenise remain closed throughout the ignition stroke. and as seen from Figs. 9 and [3, the exhaust passage is opened slightly bel'ore the beginning of the exhaust stroke and remains open throughout that stroke. until slightly after the inlet passage opens. as shown in Figs. (1 and 10.

To effect this o 'icration, the sleeve and the core must be rotated simultaneously and continuously in opposite directions. and at a speed equal to one-half the speed of the. crank shaft. This may be effected by any suitable arrangement of gearing. as will be understood. In the particular engine shown. I have used a chain driving mechanism placed between the two blocks of cylinders. and consisting of the following parts:

()n the crank shaft 3 is a sprocket 20 which by chain 21 drives the sprocket 22 anc the shaft 23 at one-half the speed of the; crank shaft. The shaft 23 carries a pinion 24 which meshes with a like pinion 25 on the parallel shaft 26, so that tllv Shafts i3 and 26 are driven in nppusitu (lirm'tiuna. Shaft 2? also ('ttlilGS two Qlllflt'lfltbl QT and.

which. through chains 25? 21ml Cn'l ill the Hpruclwts 31 and 352, whit-l1 aw ways-F tivi-ly tttlllELl lay tlm ('(HUH of tho exhaust, :tlve mvuhanisms 0t thttwo unginv lllfifflii and said curve carry also the sprm hots 33 anal 3i which, through the chains 233 and 2:36 drive the sprockets 37 and 38 on the news of the two intake valve muchzmimns. By this arrangement, all of the mres are. (lrlvvn in the same direction from shaft 22%. The shaft 26 t'arl'ies two spl'ochvts 4O anal H which, through the chains 42 and 43 drive the sprockets r-l and 45 ml the sleovw 0f the i1;- talm 'ulve mechanism and thvw slv-zwes tarry s n-(whats 46 uml li' whivh. hi-thigh chains 4-H and 4!) drive thv sprocltm: in! anal 51 on thn sleeves of the exhaust vzalvv l!ltt'll-- anismst so that the sleeves (at the imnvuli t I'uechanisms are all (lllYtffi in th? H2121}? will rectitm fmm the shaft 1313 and it: an 0mmsltu tlii'vtzthm to their rvspvtrtivn ('HE'PH.

mwing is wed in tho following claimfi, it ti vuwnts 01' my vquh nh nt ttwwul.

in tiw t-nginv schleat fur iihl tz'ntimi. l

'n llli zvhitiw tliilwtisu,

z. A mil-w lHl lmillFll 1 l m' ml 1 t 1y lilting; within illlaa u' within iii a minor portion of the width of the core and sleeve ports whereby the passage through the valve is quickly opened and closed and remains fully open for a major portion of the interval.

l. A valve merhanisin for an internal combustion engine roniprising a valve (-asing hating ports eonnnunieating with the two chambers to be periodirally eonnerted, a ported sleeve rotatahly fitting Within the easing having two port openings in its all in the same plane sulistantially perpendieular to its axis. a Pore rotatalily titling within said sleeve and provided with a port extending therethrough with openings in the sur face of the core in the same transverse plane as the sleeve ports. means for simultaneously rotating said eore and said sleeve in opposite directions. the said ports being so arranged that the ports of thy wore and sleeve. come into registration with lhr ports of tho rasing and therelrv vllert a passage thert thronigll at one only of their two positions of rrossinn' in nrnfli rtfvulklll tll. the port openings of tho rore and sh-eve having a lll'tlllilt'erential \i'idih e ual to the angular nioveuient ot' rarh during the period \Yllltli it is desired to maintain the i llllllilililvtillOll lit tn'enn the olianilirrs.

7|. i\ valve ine hanisnl for an internal ronil-nstion engine wonipri ing a valve rasing having ports ininnniratinn with the two rhainliers to he rotatalilv mnne tr li a p rted sleeve r tatahly fitting nitliin the rasinn'. i p rted (ore titling within the sleevig in ans for imultaneously rotatin; the t-ore and sleevr in opposite (lll'ttllflnm said ports la,- ing so posiliulllil as to i-stalilish ronununi-- ration dirrrtlv aero s the valw casing in a plane snhstantiallv perpendiruiar to its axis mire onl v in ear-h revolution. the port openings of the rore and sleeie having a (ll't'IHH- erential nidt'h ecpial to th angular more ineut of earl: during the peri d vilii li it is desired to maintain roniuiiinhation lit-[worn the rliainlms. the rasinn {hills having a m ranitl-rent'ial Width o nalirrg on y a minor portion at the width of thr r and slreve ports rrh reliy the pas agctln'on 'li the val e is quirltiy opened and rlosrd and rolnains full) upon For a major portion of the interval.

ii. A valve inerhanisni for an intrrnal roinlnistion engine oinprisinn a valunus ing. a sleeve l'ot:it:|l:l v upport-rd in vill m s inn. port in said (tWilliI roinninniraing with the rhanilwrs to he ronnortt'il. said poris lHlllQ' in the sain piano lrai'isversn to the axis of rotation ol' said sire-w with {l oir r nters separated lay an annular di tan loss than i tlh :1 orn l iaiahl supported in said sleeve. and means for rotating aid leeve and wire simultane usly in'opposite ilirno lions. said sleeve and horn having: transverse ports adapted to estahlish a passage across said casing mire in each complete rotation of said ports.

7. A valve mechanism for an internal roinliustion engine comprising a valve casing. a sleeve rotatahly sapported in said easing. ports in said rasiing roinnlunit'ating with the t-haniliers to he eoinn-rted. said ports be inn in the same plane transverse to the axis of rotati n of said sleeve with their centers separated liy an angular distance less than 18W. a. rore rotata ilv supported in said sleeve and means for rotating said sleeve and rore siinultannously in opposite direrlion said sleeve and wore havinr transverse ports, the centers of the port openings in the opposite walls of said sleeve and rore being separated lrv an angular distanre equal to the angular separation of the easingporls.

H. A valve mvr'hanisni for an internal roinliusti n engine romprisin; a valve rasing. a sleeve rot'atahlv supported in said ras lug. ports in said rasing ronnnnniratinnwith the rhainheis to he ronnerted. said ports liein;: in the same plane transverse lo the axis of rotation ol said sic-eve with their renters separated Irv an angular distanre less than EHHQ a 5Ull' romahl supported in said sleeve and means for rotating said sleeve alnl wore siHllllltlllitillSl}! in opposite direr tions said slc'eviand nonhaving transverse ports. and the rotation of said (ore and sler've lieinn so timed that tho loading edges of [he port penings of the rore on earh si l}; !ninltan iaislv pass the loading edges of the port openings of the slerve at p ints roinl-idenli with the middle lines of the two (as in ports respert litlj.

it. A valve mechanism for an internal ronilnistion engine comprising a valve rasinn. a sleevirotatahlv supported in aid rasin j. ports in said rasing ronnnuniratino with the rhaiuhers to he mnniw'hll. siiltl ports ho ingr n tho same pianesnhstantiallv pr] penlirular to the axis f" rotation of said slervm a t' llt' rotatalilv siipi'a'irte l in said sleevr and means for rotating said sleeve and wore si ninltaneons v in opposite directions. said sle ve and rol'e having transverse ports. said tUlt' and sleeve ports lining of rirrinnl' rential width equal to one half the angular naive-intuit of the rngine shaft |lurin; the period a iltl] it is clvslred to maintain the, i'llilllllnis in ronininniration.

i i\ valve znerhanisni for an internal womliuslinn enginn oinprislun' a valve ras ing. a sleeve rotatahlv supported in said vas inn; ports in said rasnn; wanniunieating nilh lln' 'll1lIIll9UIs to e ronnmtt-vl. said ports lining in the same plane snlistanlially erpondirular lo the axis of rotation of said ienna a wire rotalalllv upported in said sli sve and nieanL- or rotating said sleeve and wors- -ltlliill'nlh'oilslv in opposite dirertions. said sloeve and rn having transverse, ports said core and sleeve ports being of 

